CA1113808A - Method and apparatus for adapting gasoline fuel burning engine to also burn a gaseous fuel - Google Patents
Method and apparatus for adapting gasoline fuel burning engine to also burn a gaseous fuelInfo
- Publication number
- CA1113808A CA1113808A CA361,064A CA361064A CA1113808A CA 1113808 A CA1113808 A CA 1113808A CA 361064 A CA361064 A CA 361064A CA 1113808 A CA1113808 A CA 1113808A
- Authority
- CA
- Canada
- Prior art keywords
- gaseous fuel
- chamber
- diaphragm
- valve
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0613—Switch-over from one fuel to another
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M13/00—Arrangements of two or more separate carburettors; Carburettors using more than one fuel
- F02M13/08—Carburettors adapted to use liquid and gaseous fuels, e.g. alternatively
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
- F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
- F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
- F02M21/0242—Shut-off valves; Check valves; Safety valves; Pressure relief valves
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Abstract Of The Disclosure A self regulating and balancing gas valve is located in a fuel supplu line between a gaseous fuel storage container and the intake manifold of a fuel burning engine.
The valve includes a diaphragm which defines one wall of a chamber into which a gas inlet leads out from which a gas outlet leads. An accelerator pedal controlled valve is positioned in the outlet, for controlling suction and the flow rate of gaseous fuel from the chamber in response to the position of the accelerator pedal. An inlet valve means is provided to control the flow of gaseous fuel through the inlet into the chamber. This valve means includes a control means interconnected between the diaphragm and the inlet valve means, operable to open or increase the size of the inlet in response to inward movement of the diaphragm and to decrease or close the inlet in response to outward movement of the diaphragm.
The metered gaseous fuel is delivered into the intake manifold closely adjacent to where the fuel mixture from the gasoline carburator discharges into the manifold.
The gaseous fuel contacts incoming air at this location and mixes with it in the intake manifold.
The valve includes a diaphragm which defines one wall of a chamber into which a gas inlet leads out from which a gas outlet leads. An accelerator pedal controlled valve is positioned in the outlet, for controlling suction and the flow rate of gaseous fuel from the chamber in response to the position of the accelerator pedal. An inlet valve means is provided to control the flow of gaseous fuel through the inlet into the chamber. This valve means includes a control means interconnected between the diaphragm and the inlet valve means, operable to open or increase the size of the inlet in response to inward movement of the diaphragm and to decrease or close the inlet in response to outward movement of the diaphragm.
The metered gaseous fuel is delivered into the intake manifold closely adjacent to where the fuel mixture from the gasoline carburator discharges into the manifold.
The gaseous fuel contacts incoming air at this location and mixes with it in the intake manifold.
Description
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APPARATUS FOR ENA~LING AN ENGINE TO BURN EITHER
LIQUID FUEL OR GASEOUS FUEL
This invention relates to apparatus for enabling an engine to burn either liquid fuel or gaseous fuel.
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Various systems are known for enabling vehicles with liquid fuel burning engines to also run when desired on compressed or liquified gaseous fuels. These gaseous fuels are often known as liquified petroleum gas (L.P.G.) fuels and examples of such gaseous fuels are propane and butane. The known systems require complicated and expensive changes to the existing carburetion and acceleration systems of the vehicle in order that the vehicle can also ~un on the gaseous fuel when desired.
It is an aim of the present invention to provide apparatus for enabling an engine to burn either liquid fuel or gaseous fuel, which apparatus is such that the hitherto required complicated and expensive modifications to the carburettion and acceleration systems of a vehicle are not required. More specifically, an aim of the invention is to enable a vehicle that runs on liquid fuel to be converted so that it can also run when desired alternatively on gaseous fuel. This is accomplished by having the apparatus such that it can feed the yaseous fuel to the inlet manifold of the engine, thereby bypassing the carburettor and the need for A ~;
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APPARATUS FOR ENA~LING AN ENGINE TO BURN EITHER
LIQUID FUEL OR GASEOUS FUEL
This invention relates to apparatus for enabling an engine to burn either liquid fuel or gaseous fuel.
..
Various systems are known for enabling vehicles with liquid fuel burning engines to also run when desired on compressed or liquified gaseous fuels. These gaseous fuels are often known as liquified petroleum gas (L.P.G.) fuels and examples of such gaseous fuels are propane and butane. The known systems require complicated and expensive changes to the existing carburetion and acceleration systems of the vehicle in order that the vehicle can also ~un on the gaseous fuel when desired.
It is an aim of the present invention to provide apparatus for enabling an engine to burn either liquid fuel or gaseous fuel, which apparatus is such that the hitherto required complicated and expensive modifications to the carburettion and acceleration systems of a vehicle are not required. More specifically, an aim of the invention is to enable a vehicle that runs on liquid fuel to be converted so that it can also run when desired alternatively on gaseous fuel. This is accomplished by having the apparatus such that it can feed the yaseous fuel to the inlet manifold of the engine, thereby bypassing the carburettor and the need for A ~;
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complicated adjustments to the carburettor. Furthermore, since the gaseous fuel is admitted to the inlet manifold of the engine, this can be simply done on different types of vehicles and the fact that the different types of vehicles may have widely differing types of carburettors is of no consequence.
Accordingly, this invention provides apparatuæ for enabling an engine to burn either liquid fuel or gaseous fuel, which apparatus comprises:
(i) a gaseous fuel control valve for installation in a gaseous fuel supply line leading from a gaseous fuel storage container to an intake manifold of the engine, (ii) a liquid fuel shut-off valve for shutting off the supply of liquid fuel when the engine is to run on gaseous fuel, and (iii) a gaseous fuel shut-off valve for shutting off the supply of gaseous fuel when the engine is to run on liquid uel, the gaseous fuel control valve comprising:
(a) housing means defining a compartment, ~b~ a diaphragm which is positioned in the compartment ....... ... _,... ... .~
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complicated adjustments to the carburettor. Furthermore, since the gaseous fuel is admitted to the inlet manifold of the engine, this can be simply done on different types of vehicles and the fact that the different types of vehicles may have widely differing types of carburettors is of no consequence.
Accordingly, this invention provides apparatuæ for enabling an engine to burn either liquid fuel or gaseous fuel, which apparatus comprises:
(i) a gaseous fuel control valve for installation in a gaseous fuel supply line leading from a gaseous fuel storage container to an intake manifold of the engine, (ii) a liquid fuel shut-off valve for shutting off the supply of liquid fuel when the engine is to run on gaseous fuel, and (iii) a gaseous fuel shut-off valve for shutting off the supply of gaseous fuel when the engine is to run on liquid uel, the gaseous fuel control valve comprising:
(a) housing means defining a compartment, ~b~ a diaphragm which is positioned in the compartment ....... ... _,... ... .~
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and which defines one wall of a chamber, the ~
housing means defining the remaining boundaries of :
the chamber, and the side of the diaphragm opposite the chamber being in communication with atmospheric pressure, (c) a gas inlet into the chamber and adapted for connection with a conduit leading from a gaseous fuel storage container, (d) a gas outlet from the chamber and adapted for connection to an intake manifold of the engine, (e) outlet valve obturator means which is controlled by an accelerator pedal of the vehicle in use of the apparatus and which is for controlling the intensity of the suction applied to the chamber in response to the position of the accelerator pedal, whereby the flow rate of the gaseous fuel through the gas outlet to the intake manifold of the engine is regulated by the suction created by the engine in the intake manifold so that a correct air:gaseous fuel mixture is achiev~ for varying engine operating requirements, and ~f) inlet valve obturator means for controlling the flow of gaseous fuel through the gas inlet into the chamber, the inlet valve obturator means being connected to the diaphragm such that movement of the diaphragm in a direction tending to decrease the size of the chamber increases the size of the .
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inlet and movement of the diaphragm in a direction tending to increase the size of the chamber decreases the size of the inlet, whereby the pressure of the gaseous fuel in the chamber is balanced about a value which is appropriate for the engine's momentary operating requirements and which is determined by the suction created by the engine in the intake manifold.
Preferably, the outlet valve obturator means comprises a rotary valve obturator member.
Preferably, the inlet valve obturator means comprises a pivotally mounted elongate member which is connected at one end portion to a centre portion of the diaphragm and which is provided at its other en~ portion with a sealing pad. The sealing pad is advantageously made of a flexible non-metallic material and the sealing pad ensures that a good seal is effected at the gas inlet.
The end portion of the elongate member which i8 connected to the centre portion of the diaphragm may be biased by .
spring means towards the diaphragm.
The liquid fuel shut off valve and the gaseous fuel shut off valve may be any appropriate type of valve and they may be, for example, valves which require to be flicked from one position to another to cause them to change their state, or valves which require to be rotated to cause them to change their operational state, or valies which operate in a push/pull mode.
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. . . ~ . - . -3~a ', The present invention also extends to vehicles when provided with the apparatus of the invention. The vehicles may be any desired vehicles such for example as motor cars and commercial vehicles such as lorries and buses.
An embodiment of the invention will now be described solely by way of example and with reference to the accompanying drawing which shows apparatus for enabling an engine to burn either liquid fuel or gaseous fuel. -Referring to the drawing, a conventional gasoline fuel system is schematically shown to include a fuel tank 10, a carburettor 12, and a fuel supply line 14 leading from the tank 10 to the fuel inlet of the carburettor 12. The line 14 '~
includes a fuel pump 16 and a gaseous fuel shut-off valve in the form of an ON/OFF valve 18. The carburettor 12 includes an accelerator pedal operated valve 20 and an air inlet 22.
The outlet of the carburettor 12 is connected to the intake manifold 24 of an internal combustion engine.
The yaseous fuel system comprises a gaseous fuel storage tank 26, a gaseous fuel supply line 28 le,ading from the tank 26 to an inlet fitting 30 of a gaseous fuel control valve 32, and a gaseous fuel shut-off valve in the form of an ON/OFF
valve 34,. The valve 34 is located in the fuel supply line 2~. ' ' ' '~ ' The valve 32 includes a gas outlet fitting 36 which is connected to a conduit 38 which delivers a metered amount of gaseous fuel from the valve 32 into the intake manifold 24.
According to an aspect of the invention, thé gaseous fuel is A ~:
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discharged at a location 40 which is generally below and to the engine wall side of the location where the carburettor 12 delivers a fuel:air mixture into the intake manifold when gasoline is being burned by the engine. When the gaseous fuel is discharged into the intake manifold 24, it can then mix with the air passing through the carburettor 12 when the valve 18 has~been turned off and the engine is to run only on the gaseous fuel.
The valve 32 comprises a two part housing 42, 44 having flanges 46, 48 where the two housing parts 42, 44 are jo.ined.
A diaphragm 50 is located wi.thin the housing and it includes an outer peripheral portion 52 which is clamped between the flanges 46, 48.
As shown, the diaphragm 50 and a wall section 42 of the housing together define a chamber 54 which is essentially closed but which includes a gas inlet orifice 56 and a gas outlet orifice 58.
An inlet valve obturator member 60 is pivotally mounted on a pivot pin 62 at a location offset from the inlet orifice ~, 56. The inlet valve obturator member 60 includes a closure .. ..
portion 64 which extends from the pivot pin 62 over to a position over the inlet orifice 56. The inlet valve obturator member 60 also inlcudes a control arm portion 66 which projects from the pivot pin 62 in the opposite direction and engages a post 68 which extends from the centre of the diaphragm 50 towards a centre portion 70 of the housing part 42.. The centre portion 70 is shown to be in cup form and is A
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also shown to receive one end of a coil spring 72. The opposite end of the coil spring 72 engages the lower (as pictured) end of the post 68. The post end of the control arm portion 66 is forked and a reduced dimentioned portion 74 of `
the post 68 is received within the space between the two side parts of the fork.
The closure portion 64 includes a closure plug member 76 which is constructed from soft rubber or a similar material and which is for giving a good seal at the inlet orifice.
As will be apparent, downw~rd movement of the diaphragm 50 as shown in the drawing will result in a decrease in the si~e of the chamber 54 and in an upward or opening movement of the closure member 76. This will permit a flow of gas through the orifice 56 into the chamber 54. Upward (as pictured) movement of the diaphragm 50 will result in an increase in the size of the chamber 54 and a decrease and eventual closing of the orifice 56 by the closure member 76.
The valve 32 inciudes a gas flow control valve 78. The valve 7~ is controlled by an accelerator pedal of the vehicle.
The valve 78 comprises a rotary valve obturator member ~0 located between the outlet orifice 58 and the outlet Eitting 36. Rotation of the obturator member 80 causes a change in the area of an orifice 82 defined immediately downstream of the obturator meMber 80.
A control rod 84 which moves in response to movement of the accelerator pedal, is secured to a control lever portion 86 of the valve 78. The lever portion 86 is provided with a .
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. --8- 1~138~3 slot 88 whlch receives a threaded side piece 90, and serves to secure the control rod 84 to the lever portion 86. As will hereinafter be described in greater detail, the slot 88 provides a way of adjusting the posit~on of the obturator member 80 relative to the accelerator pedal (not shown).
As shown, the lever portion 86 inlcudes a support shelf 94 which contains an internally threaded opening for receiving a stop bolt 96. A compression spring 98 is shown located between the shelf 94 and the head of the stop bolt 96. A
screwdriver is used to rotate the stop bolt 96 for adjusting the position of its end 100 relative to the outlet fitting 36, to provide a way of limiting the amount of rotation of the obturator member 80.
As shown, the side of the diaphragm 50 opposite or outside of the chamber 54 is in communication with atmospheric pressure, such as via an opening 102 in the houslng part 44.
It is believed that the best location to mount the valve 32 is on the engine as close as possible to a position which i8 ver~:ically in line with the carburettor control arm. The control rod 84 is then connected at its end opposite the lever portion 86 to the carburettor control arm. This connection of the control rod 84 to the carburettor control arm (not shown) ensures that an appropriate amount of air for admixture with the gas coming from the conduit 38 is achieved. This ~osition of mounting the valve 32 will ensure that any vibration or rattling of the engine will not cause motion which will adversely affect operation of the valve 32.
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The manner of installing the valve 32 in a vehicle may be as follows. The vehicle engine is first run on gasoline to warm it up until the automatic choke opens. Then, the gasoline line 14 is closed by operation of the ON/OFF valve 18. The enqine will continue to burn gasoline until all of the gasoline in the carburettor is completely used up. Then, the user connects the cont,rol rod 84 to the accelerator linkage and preferably to the control arm on the carburettor.
The lever portion 86 is initially held in a down position so tha~ the obturator member 80 is clo~ed. Then mouth suction i8 applied on the conduit 38 and at the same time the screw 96 is rotated for the purpose of setting the obturator member 80 to a slightly open or approximately idling speed posltion.
Next, the lower end of conduit 38 is positioned inside the intake manifold 24, substantially immediately below the opening leading from the carburettor 12, on the engine block side thereof. This may easily be done by inserting a piece of ';
copper pipe of appropriate length through a brass nipple which ~ ' is adapted to thread into an opening provided in th0 manifold 24, such that when the nipple is tightened, the inner end of the copper pipe is properly placed below the opening leading from the carburettor, to the engine block side of the intake manifold. A short length of the copper pipe is allowed to project upwardly through the niuple, for connection to a hose which forms the remaining part of the conduit 38 leading from the conduit 36 to the piece of copper pipe.
The gaseous fuel storage tank 26 may be located at any A
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l~i3~a convenient and legal location within the vehicle. As is well ~nown, the tank 26 will include liquified gaseous fuel and the fuel above the liquid level (not shown) in the tank 26 will be in gaseous form. The gaseous fuel supply line 28 is connected between the storage tank 26 and the inlet fitting 30 as shown.
After such installation has been accomplished, the ON/OFF
valve 34 is opened. The engine is started and the adjusting screw 96 is turned to set the idling position of the obturator memker 80. Then, the connection is made between the rod 84 and the lever portion 86, i.e. a nut 92 is installed and tightened. The connection at 90, 92, 86 provides a pivotal connection. The obturator member 80 will regulate the amount of gas needed for different sizes of engines. By use o~the slot 88, the obturator member 80 can be adjusted not to open completely at maximum r.p.m., but only as desired for maximum fuel efficiency at any speed. The desired maximum open position of the obturator member 80 is set by moving the side piece ~ in position within the slot ~8 before tightening the nut 92.
The size of the compression spring 72 is dependent upon the stored pressure of gas within the tank 26. For example, in an installation in which the storage pressure within the tank is approximately 200 p.s.i. gas pressure, the compression spring 72 should provide about 150 gram force. The gas pressure in the tank 26 may be 150 lbs pressure.
me tank 26 does not include a pressure reducing valve in its outlet. As a result of this fact, and. at least partially A
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also due to the relatively close location of the chamber 54 to the manifold 24, icing of fittings and conduits should be preven ted or red ucec3 .
The ON/OFF valves 18, 34 are preferably read ily available low cost valves which are adapted to be controlled by manual choke cables.
In use of the valve 32, it is important when switching from gasoline to gaseous fuel to use up all of the gasoline that remains in the carbur~ttor before opening the gaseous fuel valve 34. If this is not done, the engine will receive both gaseous fuel and gasol ine and will become flooded . When switching frorn gaseous fuel to gasoline, it may be necessary to usu~lly start once or twice to cause the gasol ine pump to pump gasoline into the empty carburettor.
Proper operation of the valve 32 will produce a fluttering movement of the valve members 64, 76. At high speeds, the "fluttering" movement will result in a rattling sound inside the valve 32 which can be detected by use of a listening device, indicating proper functioning of. the valve 32. ~;aseous fuel entering the chamber S4 through the orifice 56 will expand and will increase the pressure within the .
chamber 54. At the same time, the suction or vacuum present in the intake manifold 24, communicated with the chamber 54 via the conduit 38, the inlet fitting 36, the valve port in the obturator member 80 and the orifice 58, will tend to lower the pressure within the chamber 54. Thus, there are two opposite forces acting on the same side of the diaphragm 50.
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The expanding gas from the orifice 56 will act to force the diaphragm S0 upwards and the suction will act to cause the diaphragm 50 to move downwards. As the expanding gas forces the diaphragm upwards, the member 76 closes the orifice 56.
This prevents the gas entering the chamber 56 and the suction then becomes the dominant force controlling the movement of the diaphragm 50. In use of the valve 32, the diaphragm 50 will be constantly moving in repsonse to the pressure and suction forces and as it moves it will cause the members 64, 76 to "flutter" as they perform to regulate the flow of gaseous fuel through the orifice 56.
The valve 32 may be regarded as a self-regulating and self-balancing valve. More specifically, the valve 32 is effective 'o itself balance the pressure within the chamber 54. The valve 32 is also effective itself to regulate the intensity of the suction in the chamber 54. This means that : : .
the valve 32 will deliver the desired pressure of gas regardless of the supply pressure in the tank 26. The valve 32 will also always deliver the desired quantity of gas as determined by the setting of the obturator member 80. The valve 32 eliminates the need for a pressure regulating valve in the outlet of the tank 26 and the known associated problem of icing caused by the decompression of the gas. The expansion through the small orifice of a pressure regulator valve results in a decrease in temperature of the gas to a level at which the gas freezes solid. This is clearly undesirable and this problem is obviated or reduced by the A
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present invention.
It is to be a~preciated that the.embodiment of the .:
invention described above has been given by way of example only and that modifications may be effected. Thus, for example, the member 76 may be omitted from the member 64 if desired. .
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and which defines one wall of a chamber, the ~
housing means defining the remaining boundaries of :
the chamber, and the side of the diaphragm opposite the chamber being in communication with atmospheric pressure, (c) a gas inlet into the chamber and adapted for connection with a conduit leading from a gaseous fuel storage container, (d) a gas outlet from the chamber and adapted for connection to an intake manifold of the engine, (e) outlet valve obturator means which is controlled by an accelerator pedal of the vehicle in use of the apparatus and which is for controlling the intensity of the suction applied to the chamber in response to the position of the accelerator pedal, whereby the flow rate of the gaseous fuel through the gas outlet to the intake manifold of the engine is regulated by the suction created by the engine in the intake manifold so that a correct air:gaseous fuel mixture is achiev~ for varying engine operating requirements, and ~f) inlet valve obturator means for controlling the flow of gaseous fuel through the gas inlet into the chamber, the inlet valve obturator means being connected to the diaphragm such that movement of the diaphragm in a direction tending to decrease the size of the chamber increases the size of the .
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inlet and movement of the diaphragm in a direction tending to increase the size of the chamber decreases the size of the inlet, whereby the pressure of the gaseous fuel in the chamber is balanced about a value which is appropriate for the engine's momentary operating requirements and which is determined by the suction created by the engine in the intake manifold.
Preferably, the outlet valve obturator means comprises a rotary valve obturator member.
Preferably, the inlet valve obturator means comprises a pivotally mounted elongate member which is connected at one end portion to a centre portion of the diaphragm and which is provided at its other en~ portion with a sealing pad. The sealing pad is advantageously made of a flexible non-metallic material and the sealing pad ensures that a good seal is effected at the gas inlet.
The end portion of the elongate member which i8 connected to the centre portion of the diaphragm may be biased by .
spring means towards the diaphragm.
The liquid fuel shut off valve and the gaseous fuel shut off valve may be any appropriate type of valve and they may be, for example, valves which require to be flicked from one position to another to cause them to change their state, or valves which require to be rotated to cause them to change their operational state, or valies which operate in a push/pull mode.
A
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. . . ~ . - . -3~a ', The present invention also extends to vehicles when provided with the apparatus of the invention. The vehicles may be any desired vehicles such for example as motor cars and commercial vehicles such as lorries and buses.
An embodiment of the invention will now be described solely by way of example and with reference to the accompanying drawing which shows apparatus for enabling an engine to burn either liquid fuel or gaseous fuel. -Referring to the drawing, a conventional gasoline fuel system is schematically shown to include a fuel tank 10, a carburettor 12, and a fuel supply line 14 leading from the tank 10 to the fuel inlet of the carburettor 12. The line 14 '~
includes a fuel pump 16 and a gaseous fuel shut-off valve in the form of an ON/OFF valve 18. The carburettor 12 includes an accelerator pedal operated valve 20 and an air inlet 22.
The outlet of the carburettor 12 is connected to the intake manifold 24 of an internal combustion engine.
The yaseous fuel system comprises a gaseous fuel storage tank 26, a gaseous fuel supply line 28 le,ading from the tank 26 to an inlet fitting 30 of a gaseous fuel control valve 32, and a gaseous fuel shut-off valve in the form of an ON/OFF
valve 34,. The valve 34 is located in the fuel supply line 2~. ' ' ' '~ ' The valve 32 includes a gas outlet fitting 36 which is connected to a conduit 38 which delivers a metered amount of gaseous fuel from the valve 32 into the intake manifold 24.
According to an aspect of the invention, thé gaseous fuel is A ~:
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discharged at a location 40 which is generally below and to the engine wall side of the location where the carburettor 12 delivers a fuel:air mixture into the intake manifold when gasoline is being burned by the engine. When the gaseous fuel is discharged into the intake manifold 24, it can then mix with the air passing through the carburettor 12 when the valve 18 has~been turned off and the engine is to run only on the gaseous fuel.
The valve 32 comprises a two part housing 42, 44 having flanges 46, 48 where the two housing parts 42, 44 are jo.ined.
A diaphragm 50 is located wi.thin the housing and it includes an outer peripheral portion 52 which is clamped between the flanges 46, 48.
As shown, the diaphragm 50 and a wall section 42 of the housing together define a chamber 54 which is essentially closed but which includes a gas inlet orifice 56 and a gas outlet orifice 58.
An inlet valve obturator member 60 is pivotally mounted on a pivot pin 62 at a location offset from the inlet orifice ~, 56. The inlet valve obturator member 60 includes a closure .. ..
portion 64 which extends from the pivot pin 62 over to a position over the inlet orifice 56. The inlet valve obturator member 60 also inlcudes a control arm portion 66 which projects from the pivot pin 62 in the opposite direction and engages a post 68 which extends from the centre of the diaphragm 50 towards a centre portion 70 of the housing part 42.. The centre portion 70 is shown to be in cup form and is A
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.. , ~ . . ~ . .
.. . . . .
..... . . . .. . . . . . .
~138~
also shown to receive one end of a coil spring 72. The opposite end of the coil spring 72 engages the lower (as pictured) end of the post 68. The post end of the control arm portion 66 is forked and a reduced dimentioned portion 74 of `
the post 68 is received within the space between the two side parts of the fork.
The closure portion 64 includes a closure plug member 76 which is constructed from soft rubber or a similar material and which is for giving a good seal at the inlet orifice.
As will be apparent, downw~rd movement of the diaphragm 50 as shown in the drawing will result in a decrease in the si~e of the chamber 54 and in an upward or opening movement of the closure member 76. This will permit a flow of gas through the orifice 56 into the chamber 54. Upward (as pictured) movement of the diaphragm 50 will result in an increase in the size of the chamber 54 and a decrease and eventual closing of the orifice 56 by the closure member 76.
The valve 32 inciudes a gas flow control valve 78. The valve 7~ is controlled by an accelerator pedal of the vehicle.
The valve 78 comprises a rotary valve obturator member ~0 located between the outlet orifice 58 and the outlet Eitting 36. Rotation of the obturator member 80 causes a change in the area of an orifice 82 defined immediately downstream of the obturator meMber 80.
A control rod 84 which moves in response to movement of the accelerator pedal, is secured to a control lever portion 86 of the valve 78. The lever portion 86 is provided with a .
.
.
, .. . :
. --8- 1~138~3 slot 88 whlch receives a threaded side piece 90, and serves to secure the control rod 84 to the lever portion 86. As will hereinafter be described in greater detail, the slot 88 provides a way of adjusting the posit~on of the obturator member 80 relative to the accelerator pedal (not shown).
As shown, the lever portion 86 inlcudes a support shelf 94 which contains an internally threaded opening for receiving a stop bolt 96. A compression spring 98 is shown located between the shelf 94 and the head of the stop bolt 96. A
screwdriver is used to rotate the stop bolt 96 for adjusting the position of its end 100 relative to the outlet fitting 36, to provide a way of limiting the amount of rotation of the obturator member 80.
As shown, the side of the diaphragm 50 opposite or outside of the chamber 54 is in communication with atmospheric pressure, such as via an opening 102 in the houslng part 44.
It is believed that the best location to mount the valve 32 is on the engine as close as possible to a position which i8 ver~:ically in line with the carburettor control arm. The control rod 84 is then connected at its end opposite the lever portion 86 to the carburettor control arm. This connection of the control rod 84 to the carburettor control arm (not shown) ensures that an appropriate amount of air for admixture with the gas coming from the conduit 38 is achieved. This ~osition of mounting the valve 32 will ensure that any vibration or rattling of the engine will not cause motion which will adversely affect operation of the valve 32.
r ' ' , ' ~ ' ; , , ' ' ' ,' .~ ' I
9 1 ~13~
The manner of installing the valve 32 in a vehicle may be as follows. The vehicle engine is first run on gasoline to warm it up until the automatic choke opens. Then, the gasoline line 14 is closed by operation of the ON/OFF valve 18. The enqine will continue to burn gasoline until all of the gasoline in the carburettor is completely used up. Then, the user connects the cont,rol rod 84 to the accelerator linkage and preferably to the control arm on the carburettor.
The lever portion 86 is initially held in a down position so tha~ the obturator member 80 is clo~ed. Then mouth suction i8 applied on the conduit 38 and at the same time the screw 96 is rotated for the purpose of setting the obturator member 80 to a slightly open or approximately idling speed posltion.
Next, the lower end of conduit 38 is positioned inside the intake manifold 24, substantially immediately below the opening leading from the carburettor 12, on the engine block side thereof. This may easily be done by inserting a piece of ';
copper pipe of appropriate length through a brass nipple which ~ ' is adapted to thread into an opening provided in th0 manifold 24, such that when the nipple is tightened, the inner end of the copper pipe is properly placed below the opening leading from the carburettor, to the engine block side of the intake manifold. A short length of the copper pipe is allowed to project upwardly through the niuple, for connection to a hose which forms the remaining part of the conduit 38 leading from the conduit 36 to the piece of copper pipe.
The gaseous fuel storage tank 26 may be located at any A
j.. ,,,, .. ,. . . , . . ~
.
~ .
., ~, . . .
. .
l~i3~a convenient and legal location within the vehicle. As is well ~nown, the tank 26 will include liquified gaseous fuel and the fuel above the liquid level (not shown) in the tank 26 will be in gaseous form. The gaseous fuel supply line 28 is connected between the storage tank 26 and the inlet fitting 30 as shown.
After such installation has been accomplished, the ON/OFF
valve 34 is opened. The engine is started and the adjusting screw 96 is turned to set the idling position of the obturator memker 80. Then, the connection is made between the rod 84 and the lever portion 86, i.e. a nut 92 is installed and tightened. The connection at 90, 92, 86 provides a pivotal connection. The obturator member 80 will regulate the amount of gas needed for different sizes of engines. By use o~the slot 88, the obturator member 80 can be adjusted not to open completely at maximum r.p.m., but only as desired for maximum fuel efficiency at any speed. The desired maximum open position of the obturator member 80 is set by moving the side piece ~ in position within the slot ~8 before tightening the nut 92.
The size of the compression spring 72 is dependent upon the stored pressure of gas within the tank 26. For example, in an installation in which the storage pressure within the tank is approximately 200 p.s.i. gas pressure, the compression spring 72 should provide about 150 gram force. The gas pressure in the tank 26 may be 150 lbs pressure.
me tank 26 does not include a pressure reducing valve in its outlet. As a result of this fact, and. at least partially A
~ .. . " .. ~ .. ..
. . . .................. . - ~........... ~. - .................. ;
, ' . ~
13~
also due to the relatively close location of the chamber 54 to the manifold 24, icing of fittings and conduits should be preven ted or red ucec3 .
The ON/OFF valves 18, 34 are preferably read ily available low cost valves which are adapted to be controlled by manual choke cables.
In use of the valve 32, it is important when switching from gasoline to gaseous fuel to use up all of the gasoline that remains in the carbur~ttor before opening the gaseous fuel valve 34. If this is not done, the engine will receive both gaseous fuel and gasol ine and will become flooded . When switching frorn gaseous fuel to gasoline, it may be necessary to usu~lly start once or twice to cause the gasol ine pump to pump gasoline into the empty carburettor.
Proper operation of the valve 32 will produce a fluttering movement of the valve members 64, 76. At high speeds, the "fluttering" movement will result in a rattling sound inside the valve 32 which can be detected by use of a listening device, indicating proper functioning of. the valve 32. ~;aseous fuel entering the chamber S4 through the orifice 56 will expand and will increase the pressure within the .
chamber 54. At the same time, the suction or vacuum present in the intake manifold 24, communicated with the chamber 54 via the conduit 38, the inlet fitting 36, the valve port in the obturator member 80 and the orifice 58, will tend to lower the pressure within the chamber 54. Thus, there are two opposite forces acting on the same side of the diaphragm 50.
:
:.:. . . .
:' . ~ . ,. . - .
. . . .
The expanding gas from the orifice 56 will act to force the diaphragm S0 upwards and the suction will act to cause the diaphragm 50 to move downwards. As the expanding gas forces the diaphragm upwards, the member 76 closes the orifice 56.
This prevents the gas entering the chamber 56 and the suction then becomes the dominant force controlling the movement of the diaphragm 50. In use of the valve 32, the diaphragm 50 will be constantly moving in repsonse to the pressure and suction forces and as it moves it will cause the members 64, 76 to "flutter" as they perform to regulate the flow of gaseous fuel through the orifice 56.
The valve 32 may be regarded as a self-regulating and self-balancing valve. More specifically, the valve 32 is effective 'o itself balance the pressure within the chamber 54. The valve 32 is also effective itself to regulate the intensity of the suction in the chamber 54. This means that : : .
the valve 32 will deliver the desired pressure of gas regardless of the supply pressure in the tank 26. The valve 32 will also always deliver the desired quantity of gas as determined by the setting of the obturator member 80. The valve 32 eliminates the need for a pressure regulating valve in the outlet of the tank 26 and the known associated problem of icing caused by the decompression of the gas. The expansion through the small orifice of a pressure regulator valve results in a decrease in temperature of the gas to a level at which the gas freezes solid. This is clearly undesirable and this problem is obviated or reduced by the A
' ' ` ' ; ',: . ' . ' , ' , ,. : ' ' ' :
:
- ~ , , , ~ ' - , . ~ . .
-13~ 3~
present invention.
It is to be a~preciated that the.embodiment of the .:
invention described above has been given by way of example only and that modifications may be effected. Thus, for example, the member 76 may be omitted from the member 64 if desired. .
~ . .
A
... . . . .
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. ~ . . .
Claims (5)
1. Apparatus for enabling an engine to burn either liquid fuel or gaseous fuel, which apparatus comprises:
(i) a gaseous fuel control valve for installation in a gaseous fuel supply line leading from a gaseous fuel storage container to an intake manifold of the engine, (ii) a liquid fuel shut-off valve for shutting off the supply of liquid fuel when the engine is to run on gaseous fuel, and (iii) a gaseous fuel shut-off valve for shutting off the supply of gaseous fuel when the engine is to run on liquid fuel, the gaseous fuel control valve comprising:
(a) housing means defining a compartment, (b) a diaphragm which is positioned in the compartment and which defines one wall of a chamber, the housing means defining the remaining boundaries of the chamber, and the side of the diaphragm opposite the chamber being in communication with atmospheric pressure, (c) a gas inlet into the chamber and adapted for connection with a conduit leading from a gaseous fuel storage container, (d) a gas outlet from the chamber and adapted for connection to an intake manifold of the engine, (e) outlet valve obturator means which is controlled by an accelerator pedal of the vehicle in use of the apparatus and which is for controlling the intensity of the suction applied to the chamber in response to the position of the accelerator pedal, whereby the flow rate of the gaseous fuel through the gas outlet to the intake manifold of the engine is regulated by the suction created by the engine in the intake manifold so that a correct air:gaseous fuel mixture is achieved for varying engine operating requirements, and (f) inlet valve obturator means for controlling the flow of gaseous fuel through the gas inlet into the chamber, the inlet valve obturator means being connected to the diaphragm such that movement of the diaphragm in a direction tending to decrease the size of the chamber increases the size of the inlet and movement of the diaphragm in a direction tending to increase the size of the chamber decreases the size of the inlet, whereby the pressure of the gaseous fuel in the chamber is balanced about a value which is appropriate for the engine's momentary operating requirements and which is determined by the suction created by the engine in the intake manifold.
(i) a gaseous fuel control valve for installation in a gaseous fuel supply line leading from a gaseous fuel storage container to an intake manifold of the engine, (ii) a liquid fuel shut-off valve for shutting off the supply of liquid fuel when the engine is to run on gaseous fuel, and (iii) a gaseous fuel shut-off valve for shutting off the supply of gaseous fuel when the engine is to run on liquid fuel, the gaseous fuel control valve comprising:
(a) housing means defining a compartment, (b) a diaphragm which is positioned in the compartment and which defines one wall of a chamber, the housing means defining the remaining boundaries of the chamber, and the side of the diaphragm opposite the chamber being in communication with atmospheric pressure, (c) a gas inlet into the chamber and adapted for connection with a conduit leading from a gaseous fuel storage container, (d) a gas outlet from the chamber and adapted for connection to an intake manifold of the engine, (e) outlet valve obturator means which is controlled by an accelerator pedal of the vehicle in use of the apparatus and which is for controlling the intensity of the suction applied to the chamber in response to the position of the accelerator pedal, whereby the flow rate of the gaseous fuel through the gas outlet to the intake manifold of the engine is regulated by the suction created by the engine in the intake manifold so that a correct air:gaseous fuel mixture is achieved for varying engine operating requirements, and (f) inlet valve obturator means for controlling the flow of gaseous fuel through the gas inlet into the chamber, the inlet valve obturator means being connected to the diaphragm such that movement of the diaphragm in a direction tending to decrease the size of the chamber increases the size of the inlet and movement of the diaphragm in a direction tending to increase the size of the chamber decreases the size of the inlet, whereby the pressure of the gaseous fuel in the chamber is balanced about a value which is appropriate for the engine's momentary operating requirements and which is determined by the suction created by the engine in the intake manifold.
2. Apparatus according to claim 1 in which the outlet valve obturator means comprises a rotary valve obturator member.
3. Apparatus according to claim 1 in which the inlet valve obturator means comprises a pivotally mounted elongate member which is connected at one end portion to a centre portion of the diaphragm and which is provided at its other end portion with a sealing pad.
4. Apparatus according to claim 3 in which the sealing pad is made of a flexible non-metallic material.
5. Apparatus according to claim 3 or claim 4 in which the end portion of the elongate member which is connected to the centre portion of the diaphragm is biased by spring means towards the diaphragm.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA361,064A CA1113808A (en) | 1980-09-25 | 1980-09-25 | Method and apparatus for adapting gasoline fuel burning engine to also burn a gaseous fuel |
| JP56082588A JPS5759048A (en) | 1980-09-25 | 1981-06-01 | Fuel changer for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA361,064A CA1113808A (en) | 1980-09-25 | 1980-09-25 | Method and apparatus for adapting gasoline fuel burning engine to also burn a gaseous fuel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1113808A true CA1113808A (en) | 1981-12-08 |
Family
ID=4117995
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA361,064A Expired CA1113808A (en) | 1980-09-25 | 1980-09-25 | Method and apparatus for adapting gasoline fuel burning engine to also burn a gaseous fuel |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS5759048A (en) |
| CA (1) | CA1113808A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6126580A (en) * | 1984-07-12 | 1986-02-05 | 株式会社 石川時鉄工所 | Method and device for coating different raw material on ceramic stock |
| JP4581908B2 (en) * | 2005-08-19 | 2010-11-17 | マツダ株式会社 | Air / fuel ratio control system for dual fuel engine |
| JP4600231B2 (en) * | 2005-09-26 | 2010-12-15 | マツダ株式会社 | Dual fuel engine fuel switching control device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS432659Y1 (en) * | 1964-10-02 | 1968-02-03 | ||
| JPS5213580A (en) * | 1975-07-23 | 1977-02-01 | Kureha Chem Ind Co Ltd | Preparation of multiply resin laminate |
-
1980
- 1980-09-25 CA CA361,064A patent/CA1113808A/en not_active Expired
-
1981
- 1981-06-01 JP JP56082588A patent/JPS5759048A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5759048A (en) | 1982-04-09 |
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| Date | Code | Title | Description |
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| MKEX | Expiry |